Airship including aerodynamic, floatation, and deployable structures

ABSTRACT

An airship is provided. The airship includes a hull configured to contain a gas, at least one propulsion assembly coupled to the hull and including a propulsion device, and at least one aerodynamic component including a plurality of fairing structures including one or more slats, wherein the at least one aerodynamic component is associated with the hull and is configured to direct airflow around the airship.

PRIORITY

This application claims the benefit of priority of U.S. ProvisionalApplication No. 61/470,025, filed Mar. 31, 2011, entitled “AIRSHIPINCLUDING AERODYNAMIC, FLOATATION, AND DEPLOYABLE STRUCTURES,” theentire content of which is incorporated herein by reference.

FIELD OF THE INVENTION

The present disclosure is directed to an airship and features therefor.

BACKGROUND

The present invention relates to an airship including aerodynamic,floatation, and deployable structures. Each of U.S. Pat. No. 7,866,601,issued Jan. 11, 2011, U.S. patent application Ser. No. 12/957,989, filedDec. 1, 2010, U.S. patent application Ser. No. 12/222,355, filed Aug. 7,2008, U.S. Pat. No. D583,294, issued Dec. 23, 2008, U.S. Design patentapplication No. 29/366,163, filed Jul. 20, 2010, and U.S. ProvisionalPatent Application No. 61/366,125, filed Jul. 20, 2010 discloses subjectmatter related to the present invention and the contents of theseapplications are incorporated herein by reference in their entirety.

Aerostatic lighter-than-air airships have seen substantial use since1783 following the first successful manned flight of the Montgolfierbrothers' hot air balloon. Numerous improvements have been made sincethat time, but the design and concept of manned hot air balloons remainssubstantially similar. Such designs may include a gondola for carrying apilot and passengers, a heating device (e.g., a propane torch), and alarge envelope or bag affixed to the gondola and configured to be filledwith air. The pilot may then utilize the heating device to heat the airuntil the buoyant forces of the heated air exert sufficient force on theenvelope to lift the balloon and an attached gondola. Navigation of suchan airship has proven to be difficult, mainly due to wind currents andlack of propulsion units for directing the balloon.

To improve on the concept of lighter-than-air flight, somelighter-than-air airships have evolved to include propulsion units,navigational instruments, and flight controls. Such additions may enablea pilot of such an airship to direct the thrust of the propulsion unitsin such a direction as to cause the airship to proceed as desired.Airships utilizing propulsion units and navigational instrumentstypically do not use hot air as a lifting gas (although hot air may beused), with many pilots instead preferring lighter-than-air liftinggases such as hydrogen and helium. These airships may also include anenvelope for retaining the lighter-than-air gas, a crew area, and acargo area, among other things. The airships are typically streamlinedin a blimp- or zeppelin-like shape, which, while providing reduced drag,may subject the airship to adverse aeronautic effects (e.g., weathercocking, a.k.a. wind cocking).

Airships other than traditional hot air balloons may be divided intoseveral classes of construction: rigid, semi-rigid, non-rigid, andhybrid type. Rigid airships typically possess rigid frames containingmultiple, non-pressurized gas cells or balloons to provide lift. Suchairships generally do not depend on internal pressure of the gas cellsto maintain their shape. Semi-rigid airships generally utilize somepressure within a gas envelope to maintain their shape, but may alsohave frames along a lower portion of the envelope for purposes ofdistributing suspension loads into the envelope and for allowing lowerenvelope pressures, among other things. Non-rigid airships typicallyutilize a pressure level in excess of the surrounding air pressure inorder to retain their shape and any load associated with cargo carryingdevices is supported by the gas envelope and associated fabric. Thecommonly used blimp is an example of a non-rigid airship.

Hybrid airships may incorporate elements from other airship types, suchas a frame for supporting loads and an envelope utilizing pressureassociated with a lifting gas to maintain its shape. Hybrid airshipsalso may combine characteristics of heavier-than-air airship (e.g.,airplanes and helicopters) and lighter-than-air technology to generateadditional lift and stability. It should be noted that many airships,when fully loaded with cargo and fuel, may be heavier than air and thusmay use their propulsion system and shape to generate aerodynamic liftnecessary to stay aloft. However, in the case of a hybrid airship, theweight of the airship and cargo may be substantially compensated for bylift generated by forces associated with a lifting gas such as, forexample, helium. These forces may be exerted on the envelope, whilesupplementary lift may result from aerodynamic lift forces associatedwith the hull.

A lift force (i.e., buoyancy) associated with a lighter-than-air gas maydepend on numerous factors, including ambient pressure and temperature,among other things. For example, at sea level, approximately one cubicmeter of helium may balance approximately a mass of one kilogram.Therefore, an airship may include a correspondingly large envelope withwhich to maintain sufficient lifting gas to lift the mass of theairship. Airships configured for lifting heavy cargo may utilize anenvelope sized as desired for the load to be lifted.

Hull design and streamlining of airships may provide additional liftonce the airship is underway, however, previously designed streamlinedairships, in particular, may experience adverse effects based onaerodynamic forces because of such hull designs. For example, one suchforce may be weather cocking, which may be caused by ambient windsacting on various surfaces of the airship. The term “weather cocking” isderived from the action of a weather vane, which pivots about a verticalaxis and always aligns itself with wind direction. Weather cocking maybe an undesirable effect that may cause airships to experiencesignificant heading changes based on a velocity associated with thewind. Such an effect may thereby result in lower ground speeds andadditional energy consumption for travel. Lighter-than-air airships maybe particularly susceptible to weather cocking and, therefore, it may bedesirable to design a lighter-than-air airship to minimize the effect ofsuch forces.

On the other hand, airships having a hull shape with a length that issimilar to the width may exhibit reduced stability, particularly atfaster speeds. Accordingly, the aspect ratio of length to width(length:width) of an airship may be selected according to the intendeduse of the airship.

Landing and securing a lighter-than-air airship may also present uniqueproblems based on susceptibility to adverse aerodynamic forces. Althoughmany lighter-than-air airships may perform “vertical take off andlanding” (VTOL) maneuvers, once such an airship reaches a point near theground, a final landing phase may entail ready access to a ground crew(e.g., several people) and/or a docking apparatus for tying or otherwisesecuring the airship to the ground. Without access to such elements, theairship may be carried away by wind currents or other uncontrollableforces while a pilot of the airship attempts to exit and handle thefinal landing phase. Therefore, systems and methods enabling landing andsecuring of an airship by one or more pilots may be desirable.

In addition, airships may include passenger and/or cargo compartments,typically suspended below the hull of the airship. However, suchplacement of a passenger/cargo compartment can have an adverse affect onaerodynamics and, consequently, performance capabilities of the airship.For example, an externally-mounted compartment increases drag in bothfore-aft and port-starboard directions, thus requiring more power topropel the airship, and rendering the airship more sensitive tocross-winds. Further, because an externally-mounted compartment istypically on the bottom of the airship, the compartment is offset fromthe vertical center of the airship and, therefore, may lead toinstability as the added drag due to the compartment comes in the formof forces applied substantially tangential to the outer hull of theairship, causing moments that tend to twist and/or turn the airshipundesirably. Such adverse moments require stabilizing measures to betaken, typically in the form of propulsion devices and/or stabilizingmembers (e.g., wings). However, propulsion devices require power, andstabilizing members, while providing stability in one direction, maycause instability in another direction. For example, a verticallyoriented stabilizer can provide lateral stability but may causesincreased fore-aft drag, and may also render the airship moresusceptible to cross winds. It would be advantageous to have an airshipwith a configuration that can carry passengers/cargo but does not causethe adverse affects typically associated with externally-mountedcompartments and/or stabilizers mentioned above.

In addition, it may be desirable to be able to land an airship on water.However, externally mounted pontoons may exhibit excess drag, possiblycausing instability. Accordingly it would be advantageous to have anairship with floatation structures that do not cause such excess drag.

Further, it may be desirable to be able to deploy various types ofindustrial apparatus from an airship. However, as noted above, anyexternally mounted apparatus may cause excess drag, and thus,instability. Therefore, it would be advantageous to have an airship withdeployable apparatuses that do not cause excess drag as such.

The present disclosure is directed to addressing one or more of thedesires discussed above utilizing various exemplary embodiments of anairship.

SUMMARY

In one exemplary aspect, the present disclosure is directed to anairship. The airship includes a hull configured to contain a gas, atleast one propulsion assembly coupled to the hull and including apropulsion device, and at least one aerodynamic component including aplurality of fairing structures including one or more slats, wherein theat least one aerodynamic component is associated with the hull and isconfigured to direct airflow around the airship.

In another exemplary aspect, the present disclosure is directed to anairship. The airship includes a hull configured to contain a gas, atleast one propulsion assembly coupled to the hull and including apropulsion device, and at least one floatation structure configured tosupport the airship during a water landing.

In a further exemplary aspect, the present disclosure is directed to anairship. The airship includes a hull configured to contain a gas, atleast one propulsion assembly coupled to the hull and including apropulsion device, and at least one deployable apparatus housed withinthe hull and deployable from the hull for operation unrelated to theflight control or landing of the airship.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an airship including aerodynamic components accordingto an exemplary disclosed embodiment;

FIG. 2 illustrates an exemplary support structure of the disclosedairship;

FIG. 3 illustrates an exemplary disclosed hull material of the disclosedairship;

FIG. 4 illustrates an exemplary embodiment of the disclosed airshiphaving a substantially oblate spheroid shape, wherein the aspect ratiobetween the hull length to the hull width is 1 to 1 (1:1);

FIG. 5 illustrates an exemplary embodiment of the disclosed airshiphaving a substantially oblate spheroid shape, wherein the aspect ratiobetween the hull length to the hull width is 4:3;

FIG. 6 illustrates an exemplary embodiment of the disclosed airshiphaving a substantially oblate spheroid shape, wherein the aspect ratiobetween the hull length to the hull width is 3:2;

FIG. 7 illustrates an exemplary embodiment of the disclosed airshiphaving a substantially oblate spheroid shape, wherein the aspect ratiobetween the hull length to the hull width is 2:1;

FIG. 8 illustrates an exemplary cockpit support structure and frontlanding gear assembly;

FIG. 9 illustrates an exemplary propulsion assembly and mountingassembly;

FIG. 10 illustrates a bottom view of the disclosed airship, showing anexemplary array of propulsion assemblies;

FIG. 11 illustrates a bottom view of the disclosed airship, showinganother exemplary array of propulsion assemblies;

FIG. 12A illustrates an exemplary power supply system;

FIG. 12B illustrates an exemplary disclosed airship embodiment having anexemplary embodiment of a solar energy converting device;

FIG. 13A illustrates a cutaway view of an exemplary disclosed airshipembodiment having cargo compartments, wherein a transport system isdeployed from the cargo compartments;

FIG. 13B illustrates a cutaway view of another airship embodimentwherein the cargo compartments, themselves, are deployed;

FIG. 14 illustrates a cutaway view of an exemplary airship embodimentshowing a plurality of internal bladders;

FIGS. 15A-15D illustrate exemplary features of an empennage assembly;

FIG. 16 illustrates a partial cross-sectional view of an exemplaryairship embodiment having front landing gear deployable with a passengercompartment;

FIG. 17 illustrates an exemplary embodiment of an airship havingbottom-mounted aerodynamic components;

FIG. 18 is a rear view of an airship having an aerodynamic componentspanning the entire width of the top portion of the airship;

FIG. 19 is an exemplary embodiment of an airship having aerodynamicstructures that do not protrude from the envelope of the hull of theairship;

FIG. 20 is an exemplary airship embodiment having overlappingaerodynamic components;

FIG. 21 is an exemplary airship embodiment wherein fairing structures ofthe aerodynamic component are diagonally oriented;

FIG. 22 is a cross-sectional view of an exemplary airship embodimenthaving aerodynamic components configured to produce aerodynamic liftduring flight;

FIG. 23 is a cutaway view of another exemplary embodiment of an airshiphaving multiple aerodynamic components;

FIG. 24 is a rear view of another exemplary embodiment of an airshiphaving multiple aerodynamic components;

FIG. 25 is an exemplary airship embodiment having floatation structures;

FIG. 26 is another exemplary airship embodiment having floatationstructures;

FIGS. 27 and 28 are exemplary airship embodiments having deployablefloatation structures;

FIG. 29 is an exemplary airship embodiment having a deployableapparatus; and

FIG. 30 is a block diagram of an exemplary embodiment of a computerconfigured to control various aspects of the disclosed airship.

DETAILED DESCRIPTION OF THE INVENTION

Reference will now be made in detail to the drawings. Wherever possible,the same reference numbers will be used throughout the drawings to referto the same or like parts.

The accompanying figures depict exemplary embodiments of an airship 10.Airship 10 may be configured for VTOL as well as navigation in threedimensions (e.g., X, Y, and Z planes). As shown in FIG. 1, for example,airship 10 may include a hull 12 configured to contain a gas. Airship 10may also include an empennage assembly 25 coupled to airship 10, atleast one propulsion assembly 31 coupled to airship 10, a power supplysystem 1000 for delivering power to propulsion assembly 31 (see FIG.12A), and a cargo system 1100 for carrying passengers and/or freight(see, e.g., FIGS. 13A and 13B). Alternatively, or additionally, in someembodiments airship 10 may include one or more aerodynamic components2000 (see, e.g., FIG. 1), and one or more floatation structures 4000(see, e.g., FIG. 25). Further, in some embodiments, airship 10 mayinclude a deployable apparatus 5000 (see, e.g., FIG. 29).

Throughout this discussion of various embodiments, the terms “front”and/or “fore” will be used to refer to areas within a section of airship10 closest to forward travel, and the term “rear” and/or “aft” will beused to refer to areas within a section of airship 10 closest to theopposite direction of travel. Moreover, the term “tail” will be used torefer to a rear-most point associated with hull 12, while the term“nose” will be used to refer to the forward-most point within the frontsection of hull 12.

The accompanying figures illustrate various axes relative to theexemplary airship 10 for reference purposes. For example, as shown inFIG. 1, airship 10 may include a roll axis 5, a pitch axis 6, and a yawaxis 7. Roll axis 5 of airship 10 may correspond with an imaginary linerunning through hull 12 in a direction from, for example, the tail tothe nose of airship 10. Yaw axis 7 of airship 10 may be a central,vertical axis corresponding with an imaginary line running perpendicularto roll axis 5 through hull 12 in a direction from, for example, abottom surface of hull 12 to a top surface of hull 12. Pitch axis 6 maycorrespond to an imaginary line running perpendicular to both yaw androll axes, such that pitch axis 6 runs through hull 12 from one side ofairship 10 to the other side of airship 10, as shown in FIG. 1. “Rollaxis” and “X axis” or “longitudinal axis”; “pitch axis” and “Y axis;”and “yaw axis” and “Z axis” may be used interchangeably throughout thisdiscussion to refer to the various axes associated with airship 10. Oneof ordinary skill in the art will recognize that the terms described inthis paragraph are exemplary only and not intended to be limiting.

Hull

Hull 12 may include a support structure 20 (see FIG. 2), and one or morelayers of material 14 substantially covering support structure 20 (seeFIG. 3). In some embodiments, airship 10 may be a “rigid” airship. Asused herein, the term “rigid airship” shall refer to an airship having arigid framework, and containing one or more non-pressurized gas cells orbladders to provide lift, wherein the hull of the airship does notdepend on internal pressure of the gas cells to maintain its shape.

FIG. 2 illustrates an exemplary support structure 20 according to someembodiments of the present disclosure. For example, support structure 20may be configured to define a shape associated with airship 10, whileproviding support to numerous systems associated with airship 10. Suchsystems may include, for example, hull 12, propulsion assemblies 31,power supply system 1000, and/or cargo system 1100. As shown in FIG. 2,support structure 20 may be defined by one or more frame members 22interconnected to form a desired shape. For example, airship 10 mayinclude a substantially circular, oval, elliptical, or otherwise oblong,peripheral beam (e.g., a keel hoop 120). Keel hoop 120 may include oneor more frame sections with a defined radius of curvature that may beaffixed to one another to form keel hoop 120 of a desired radius oroblong shape and size. In some embodiments, keel hoop 120 may have adiameter of, for example, approximately 21 meters. In oblongembodiments, keel hoop 120 may be similarly sized. Support structure 20may also include a longitudinal frame member 124 configured to extend ina longitudinal direction from a fore portion of keel hoop 120 to a rearportion of keel hoop 120.

To maximize a lifting capacity associated with airship 10, it may bedesirable to design and fabricate support structure 20 such that weightassociated with support structure 20 is minimized while strength, andtherefore resistance to aerodynamic forces, for example, is maximized.In other words, maximizing a strength-to-weight ratio associated withsupport structure 20 may provide a more desirable configuration forairship 10. For example, one or more of frame members 22 may beconstructed from light weight, but high strength, materials including,for example, a substantially carbon-based material (e.g., carbon fiber)and/or aluminum, among other things.

Hull 12 may be configured to retain a volume of lighter-than-air gas. Insome embodiments, hull 12 may include at least one envelope 282 sewn orotherwise assembled of fabric or material configured to retain alighter-than-air gas, as shown in FIG. 3. Envelope 282 may be fabricatedfrom materials including, for example, aluminized plastic, polyurethane,polyester, laminated latex, mylar, and/or any other material suitablefor retaining a lighter-than-air gas.

Lighter-than-air lifting gasses for use within envelope 282 of hull 12may include, for example, helium, hydrogen, methane, and ammonia, amongothers. The lift force potential of a lighter-than-air gas may depend onthe density of the gas relative to the density of the surrounding air orother fluid (e.g., water). For example, the density of helium at 0degrees Celsius and 101.325 kilo-Pascals may be approximately 0.1786grams/liter, while the density of air at 0 degrees C. and 101.325kilo-Pascals may be approximately 1.29 g/L. Neglecting the weight of aretaining envelope, equation (1) below illustrates a simplified formulafor calculating a buoyant force, Fbuoyant, based on volume of alighter-than-air gas, where Df is a density associated with an ambientfluid, Dlta is a density associated with the lighter-than-air gas, gc isthe gravity constant, and V is the volume of the lighter-than-air gas.

Fbuoyant=(Df−Dlta)*gc*V  (1)

Simplifying the equation based on a volume of helium suspended withinair at 0 degrees C. and 101.325 kilo-Pascals, a buoyant force may bedetermined to be approximately Fbouyant/gc=1.11 grams per liter (i.e.,approximately 1 kg per cubic meter of helium). Therefore, based on thelighter-than-air gas chosen, an internal volume of first envelope 282associated with hull 12 may be selected such that a desired amount oflift force is generated by a volume of lighter-than-air gas. Equation(2) below may be utilized to calculate such a desired volume foraerostatic lift, taking into account the mass, M, of airship 10.

V>M/(Df−Dlta)  (2)

In addition, in some embodiments, hull 12 may be formed of aself-sealing material. One or more layers of hull 12 may be selectedfrom known self-sealing materials, e.g., a viscous substance.

Hull 12 of airship 10 may have a three-dimensional shape that isselected according to intended functionality and use of the airship.Factors that may be considered in selecting an airship shape may includethe size, weight, and/or placement of the intended payload, speed oftravel, range, longevity, maneuverability, etc. According to these andother factors, a number of design variables, many having an influence onhull shape, may be considered and balanced in arriving at a hull shape.Such variables may include, for example, volume/capacity of lighter thanair gas, drag coefficient (including frontal, side, and vertical drag),weight, stability, etc.

In some embodiments, hull 12 of airship 10 may be “lenticular” in shape,i.e., substantially an oblate spheroid having a length, a width, and aheight, wherein the length and the width have approximately the samedimension. (See FIG. 4.) For example, the dimensions of an oblatespheroid shape may be approximately described by the representationA=B>C, where A is a length dimension (e.g., along roll axis 5); B is awidth dimension (e.g., along pitch axis 6); and C is a height dimension(e.g., along yaw axis 7) of an object. In other words, an oblatespheroid may have an apparently circular planform with a height (e.g., apolar diameter) less than the diameter of the circular planform (e.g.,an equatorial diameter). For example, according to some embodiments,hull 12 may include dimensions as follows: A=21 meters; B=21 meters; andC=7 meters.

In other embodiments, hull 12 of airship 10 may be substantially oblong.That is, hull 12 may have a length, a width, and a height, wherein anaspect ratio between the length and the width is greater than 1 to 1(1:1). For example, in some embodiments the aspect ratio of hull lengthto hull width may be between approximately 4:3 and 2:1. Particularly, insome embodiments, the aspect ratio may be approximately 4:3, as shown inFIG. 5. In other embodiments, the aspect ratio may be approximately 3:2,as shown in FIG. 6. In still other embodiments, the aspect ratio may beapproximately 2:1, as shown in FIG. 7.

In addition to aerostatic lift generated by retention of alighter-than-air gas, hull 12 may be configured to generate at leastsome aerodynamic lift when placed in an airflow (e.g., airship 10 inmotion and/or wind moving around hull 12) based on the aerodynamic shapeof hull 12 and/or on an associated angle of attack and airflow velocityrelative to airship 10.

As shown in FIG. 8, support structure 20 may include one or more framemembers comprising a chassis 705. In some embodiments, chassis 705 maybe part of cargo system 1100, e.g., as part of a cockpit. In otherembodiments, chassis 705 may be integrated with hull 12 independent ofcargo system 1100. Chassis 705 may include high strength-to-weight ratiomaterials including, for example, aluminum and/or carbon fiber. In someembodiments, the one or more frame members of chassis 705 may beconstructed as substantially tubular and may include a carbonfiber/resin composite and honeycomb-carbon sandwich. Thehoneycomb-carbon sandwich may include a carbon mousse or foam-typematerial. In such embodiments, individual frame members may befabricated in an appropriate size and shape for assembly of chassis 705.Such construction may lead to a suitable strength-to-weight ratio forchassis 705 as desired for a particular purpose of airship 10. One ofskill in the art will recognize that chassis 705 may be constructed innumerous configurations without departing from the scope of the presentdisclosure. The configuration of chassis 705 shown in FIG. 8 is merelyexemplary.

Propulsion Assemblies

FIG. 9 illustrates an exemplary embodiment of propulsion assemblies 31.For example, as shown in FIG. 9, propulsion assemblies 31 may include apower source 410, a propulsion device (such as power conversion unit415), and a propulsion unit mount 430. Power source 410 may beoperatively coupled to and configured to drive power conversion unit415. Power source 410 may include, for example, electric motors, liquidfuel motors, gas turbine engines, and/or any suitable power sourceconfigured to generate rotational power. Power source 410 may furtherinclude variable-speed and/or reversible type motors that may be run ineither direction (e.g., rotated clockwise or counterclockwise) and/or atvarying rotational speeds based on control signals (e.g., signals fromcomputer 600 (e.g., as shown in FIG. 30)). Power source 410 may bepowered by batteries, solar energy, gasoline, diesel fuel, natural gas,methane, and/or any other suitable fuel source.

As shown in FIG. 9, each propulsion assembly 31 may include a powerconversion unit 415 configured to convert the rotational energy of powersource 410 into a thrust force suitable for acting on airship 10. Forexample, power conversion unit 415 may include a propulsion device, suchas an airfoil or other device that, when rotated, may generate anairflow or thrust. For example, power conversion unit 415 may bearranged as an axial fan (e.g., a propeller, as shown in FIG. 9), acentrifugal fan, and/or a tangential fan. Such exemplary fanarrangements may be suited to transforming rotational energy produced bypower source 410 into a thrust force useful for manipulating airship 10.One of ordinary skill in the art will recognize that numerousconfigurations may be utilized without departing from the scope of thepresent disclosure.

Power conversion unit 415 may be adjustable such that an angle of attackof power conversion unit 415 may be modified. This may allow formodification to thrust intensity and direction based on the angle ofattack associated with power conversion unit 415. For example, wherepower conversion unit 415 is configured as an adjustable airfoil (e.g.,variable-pitch propellers), power conversion unit 415 may be rotatedthrough 90 degrees to accomplish a complete thrust reversal. Powerconversion unit 415 may be configured with, for example, vanes, ports,and/or other devices, such that a thrust generated by power conversionunit 415 may be modified and directed in a desired direction.Alternatively (or in addition), direction of thrust associated withpower conversion unit 415 may be accomplished via manipulation ofpropulsion unit mount 430.

As shown in FIG. 9, for example, propulsion unit mount 430 may beoperatively connected to support structure 20 and may be configured tohold a power source 410 securely, such that forces associated withpropulsion assemblies 31 may be transferred to support structure 20. Forexample, propulsion unit mount 430 may include fastening points 455designed to meet with a fastening location on a suitable portion ofsupport structure 20 of hull 12. Such fastening locations may includestructural reinforcement for assistance in resisting forces associatedwith propulsion assemblies 31 (e.g., thrust forces). Additionally,propulsion unit mount 430 may include a series of fastening pointsdesigned to match fastening points on a particular power source 410. Oneof ordinary skill in the art will recognize that an array of fastenersmay be used for securing fastening points to obtain a desired connectionbetween propulsion unit mount 430 and a fastening location.

According to some embodiments, propulsion unit mount 430 may includepivot assemblies configured to allow a rotation of propulsion assemblies31 about one or more axes (e.g., axes 465 and 470) in response to acontrol signal provided by, for example, computer 600 (see, e.g., FIG.30).

FIGS. 10 and 11B illustrate exemplary configurations (viewed from thebottom of airship 10) of a propulsion system associated with airship 10consistent with the present disclosure. Propulsion assemblies 31associated with airship 10 may be configured to provide a propulsiveforce (e.g., thrust), directed in a particular direction (i.e., a thrustvector), and configured to generate motion (e.g., horizontal motion),counteract a motive force (e.g., wind forces), and/or other manipulationof airship 10 (e.g., yaw control). For example, propulsion assemblies 31may enable yaw, pitch, and roll control as well as providing thrust forhorizontal and vertical motion. Such functionality may depend onplacement and power associated with propulsion assemblies 31.

Functions associated with propulsion system 30 may be divided among aplurality of propulsion assemblies 31 (e.g., five propulsion assemblies31). For example, propulsion assemblies 31 may be utilized for providinga lift force for a vertical take-off such that the forces of thelighter-than-air gas within first envelope 282 are assisted in liftingby a thrust force associated with the propulsion assemblies 31.Alternatively (or in addition), propulsion assemblies 31 may be utilizedfor providing a downward force for a landing maneuver such that theforces of the lighter-than-air gas within first envelope 282 arecounteracted by a thrust force associated with the propulsion assemblies31. In addition, horizontal thrust forces may also be provided bypropulsion assemblies 31 for purposes of generating horizontal motion(e.g., flying) associated with airship 10.

It may be desirable to utilize propulsion assemblies 31 for controllingor assisting in control of yaw, pitch, and roll associated with airship10. For example, as shown in FIG. 10, propulsion system 30 may include afore propulsion assembly 532 operatively affixed to a fore section ofkeel hoop 120 and substantially parallel to and/or on roll axis 5 ofairship 10. In addition to fore propulsion assembly 532, propulsionsystem 30 may include a starboard propulsion assembly 533 operativelyaffixed to keel hoop 120 at approximately 120 degrees (about yaw axis 7)relative to roll axis 5 of airship 10 and a port propulsion assembly 534operatively affixed to keel hoop 120 at approximately negative 120degrees (e.g., positive 240 degrees) (about yaw axis 7) relative to rollaxis 5 of airship 10. Such a configuration may enable control of yaw,pitch, and roll associated with airship 10. For example, where it isdesired to cause a yawing movement of airship 10, fore propulsionassembly 532 may be rotated or pivoted such that a thrust vectorassociated with fore propulsion assembly 532 is directed parallel topitch axis 6 and to the right or left relative to hull 12, based on thedesired yaw. Upon operation of fore propulsion assembly 532, airship 10may be caused to yaw in reaction to the directed thrust associated withfore propulsion assembly 532.

In other exemplary embodiments, for example, where it is desired tocause a pitching motion associated with airship 10, fore propulsionassembly 532 may be rotated such that a thrust force associated withfore propulsion assembly 532 may be directed parallel to yaw axis andtoward the ground (i.e., down) or toward the sky (i.e., up), based onthe desired pitch. Upon operation of fore propulsion assembly 532,airship 10 may then be caused to pitch in reaction to the directedthrust associated with fore propulsion assembly 532.

According to still other embodiments, for example, where it is desiredto cause a rolling motion associated with airship 10, starboardpropulsion assembly 533 may be rotated such that a thrust forceassociated with starboard propulsion assembly 533 may be directedparallel to yaw axis 7 and toward the ground (i.e., down) or toward thesky (i.e., up) based on the desired roll, and/or port propulsionassembly 534 may be rotated such that a thrust force associated withport propulsion assembly 534 may be directed in a direction oppositefrom the direction of the thrust force associated with starboardpropulsion assembly 533. Upon operation of starboard propulsion assembly533 and port propulsion assembly 534, airship 10 may then be caused toroll in reaction to the directed thrusts. One of ordinary skill in theart will recognize that similar results may be achieved using differentcombinations and rotations of propulsion assemblies 31 without departingfrom the scope of the present disclosure.

Fore, starboard, and port propulsion assemblies 532, 533, and 534 mayalso be configured to provide thrust forces for generating forward orreverse motion of airship 10. For example, starboard propulsion unit 533may be mounted to propulsion mount 430 and configured to pivot from aposition in which an associated thrust force is directed in a downwarddirection (i.e., toward the ground) to a position in which theassociated thrust force is directed substantially parallel to roll axis5 and toward the rear of airship 10. This may allow starboard propulsionunit 533 to provide additional thrust to supplement thrusters.Alternatively, starboard propulsion unit 534 may be rotated from aposition in which an associated thrust force is directed substantiallyparallel to roll axis 5 and toward the rear of airship 10, to a positionwhere the associated thrust force is directed along pitch axis 6 suchthat an adverse wind force may be counteracted.

In addition to fore, starboard, and port propulsion assemblies 532, 533,and 534, respectively, propulsion system 30 may include one or morestarboard thrusters 541 and one or more port thruster 542 configured toprovide horizontal thrust forces to airship 10. Starboard and portthrusters 541 and 542 may be mounted to keel hoop 120, lateral framemembers 122, horizontal stabilizing members 315, or any other suitablelocation associated with airship 10. Starboard and port thrusters 541and 542 may be mounted using an operative propulsion unit mount 430similar to that described above, or, alternatively, starboard and portthrusters 541 and 542 may be mounted such that minimal rotation orpivoting may be enabled (e.g., substantially fixed). For example,starboard and port thrusters 541 and 542 may be mounted to keel hoop 120at an aft location on either side of vertical stabilizing member 310(e.g., at approximately 160 degrees and negative 160 degrees, as shownin FIG. 5B). In some embodiments, starboard and port thrusters 541 and542 may be substantially co-located with starboard and port propulsionassemblies 533 and 534 as described above (e.g., positive 120 degreesand negative 120 degrees). In such embodiments, propulsion unit mounts430 associated with starboard and port propulsion assemblies 533 and 534may include additional fastening points such that propulsion unit mounts430 associated with starboard and port thrusters 541 and 542 may beoperatively connected to one another. Alternatively, propulsion unitmounts 430 associated with starboard and port thrusters 541 and 542 maybe operatively connected to substantially similar fastening points onsupport structure 20 as fastening points connected to propulsion unitmounts 430 associated with starboard and port propulsion assemblies 533and 534.

In some embodiments, thrust from starboard and port thrusters 541 and542 may be directed along a path substantially parallel to roll axis 5.Such a configuration may enable thrust forces associated with starboardand port thrusters 541 and 542 to drive airship 10 in a forward orreverse direction based on the thrust direction.

In some embodiments, thrust from starboard and port thrusters 541 and542 may be configurable based on a position of associated propulsionunit mount 430. One of ordinary skill in the art will recognize thatadditional configurations for starboard and port thrusters 541 and 542may be utilized without departing from the scope of this disclosure.

Power Supply System

As shown in FIG. 12A, power supply system 1000 may include one or moresolar energy converting devices, such as solar panels 1010 (includingphotovoltaic cells) disposed on airship 10. Solar panels 1010 may bedisposed on various portions of airship 10 in a variety of differentconfigurations. Airship 10 may include an additional or alternativesolar energy converting device, such as a photovoltaic fabric. Forexample, in some embodiments, one or more portions of hull 12 mayinclude a photovoltaic fabric. In one exemplary embodiment, an entireupper surface of hull 12 may include a photovoltaic fabric. FIG. 12Bdepicts an exemplary embodiment of airship 10, wherein the entire uppersurface of hull 12 forms a solar energy converting device, e.g., eithera solar panel or photovoltaic fabric.

Persons of ordinary skill in the art will recognize the requirements ofsolar panels suitable for the applications disclosed herein. Further,the disclosed configurations and placement of solar panels shown anddiscussed herein are not intended to be limiting, and persons ofordinary skill in the art will understand that additional embodimentsare possible.

Solar panels 1010 may be operatively coupled to one or more electricmotors 1020, and configured to supply power to one or more electricmotors 1020 for driving power conversion units 415. In addition, powersupply system 1000 may include one or more batteries 1030 operativelycoupled to solar panel 1010 and configured to receive and storeelectrical energy supplied by solar panel 1010, and may further beoperatively coupled to electric motors 1020 to supply power to electricmotors 1020.

Batteries 1030 may each be located within an outer envelope of airship10 defined by hull 12 of airship 10. Batteries 1030 may be disposed inrespective positions providing ballast.

Persons of ordinary skill in the art will recognize suitable operativeconnections between solar panel 1010, batteries 1030, and electricmotors 1020, according to the arrangements described above.

Cargo System

As used herein, the term “cargo” is intended to encompass anythingcarried by airship 10 that is not a part of airship 10. For example, theterm “cargo,” as used herein, refers to freight, as well as passengers.Further, the term “passengers” is intended to encompass not only personsalong for the ride, but also pilots and crew.

As shown in FIGS. 13A-13B, airship 10 may include a cargo system 1100,which may include at least one cargo compartment 1110 configured tocontain passengers and/or freight, and disposed substantially within theouter envelope of the airship, which is defined by hull 12. In someembodiments, airship 10 may include multiple cargo compartments 1110 asshown in the accompanying figures. Cargo compartments 1110 may be of anysuitable size and/or shape, and may include, for example, a passengercompartment 1120, which may include a pilot cockpit and/oraccommodations (e.g., seating and/or lodging) for commercialtravelers/tourists. In some embodiments, cargo compartments 1110 mayinclude a freight compartment 1130. In some embodiments, airship 10 mayinclude a passenger compartment 1120 and a separate freight compartment1130.

Although the figures show cargo compartments 1110 generally disposed inthe bottom portion of airship 10 and having a lower surface thatconforms to, or is substantially continuous with, the envelope definedby hull 12, cargo compartments 1110 may have any suitable shape.Further, cargo compartments 1110 may be disposed in a location otherthan the bottom of airship 10. For example, embodiments are envisionedthat include a passenger compartment disposed near the top portion ofhull 12. Such embodiments may be practical, for example, if thepassenger compartment is relatively small, e.g., to only hold a flightcrew and/or several passengers.

In some embodiments, cargo compartments 1110 may be relatively smallcompared to the overall size of airship 10, as shown in FIG. 13A.Alternatively, cargo compartments 1110 may be significantly larger.

Persons of ordinary skill in the art will recognize that the size,shape, and location may be selected according to numerous parametersrelated to the intended operation of the airship, such as weight,ballast, desired lifting gas volume (since the internally-located cargocompartments come at the expense of lifting gas volume), etc. Forexample, in some embodiments one or more of cargo compartments 1110 maybe disposed at a location such that a static equilibrium associated withairship 10 may be maintained. In such embodiments, a cargo compartment1110 may be mounted, for example, at a location along roll axis 5, suchthat a moment about pitch axis 6 associated with the mass of the cargocompartment (or the mass of the cargo compartment including contentshaving a predetermined mass) substantially counteracts a moment aboutpitch axis 6 associated with the mass of empennage assembly 25.Furthermore, the placement of cargo compartments 1110 within theenvelope of hull 12, places the mass of cargo compartments 1110 and anycontents therein closer to both roll axis 5 and pitch axis 6, thusreducing moments associated with placement of such mass at distancesfrom these axes. Similarly, positioning of cargo compartments 1110relative to yaw axis 7 may also be taken into consideration.

In some embodiments, cargo compartments 1110 may include a suitablemeans of access, such as a ladder, stairs, or ramp. In otherembodiments, at least one cargo compartment 1110 of airship 10 mayinclude a transport system 1140 configured to lower and raise at least aportion of cargo compartment 1110 to facilitate loading and unloading ofcargo compartment 1110.

Bladders

Airship 10 may include one or more bladders 1200 inside hull 12 forcontaining a lighter-than-air gas, as shown in FIG. 14. In someembodiments, airship 10 may include multiple bladders 1200 disposedwithin hull 12 in a side-by-side, end-to-end, and/or stackedconfiguration. FIG. 14 illustrates an exemplary embodiment having fourbladders 1200 disposed in four quadrants of hull 12. Otherconfigurations for bladders 1200 are also possible.

In some embodiments, bladders 1200 may be formed of a self-sealingmaterial. As discussed above with respect to hull 12, persons ofordinary skill in the art will recognize self-sealing technologiessuitable for implementation in bladders 1200.

As an alternative to, or in addition to, multiple bladders 1200,envelope 282 associated with hull 12 may be divided by a series of“walls” or dividing structures (not shown) within envelope 282. Thesewalls may create separated “compartments” that may each be filled with alighter-than-air lifting gas individually. Such a configuration maymitigate the consequences of the failure of one or more compartments(e.g., a leak or tear in the fabric) such that airship 10 may stillpossess some aerostatic lift upon failure of one or more compartments.In some embodiments, each compartment may be in fluid communication withat least one other compartment, and such walls may be fabricated frommaterials similar to those used in fabrication of envelope 282, or,alternatively (or in addition), different materials may be used.According to some embodiments, envelope 282 may be divided into fourcompartments using “walls” created from fabric similar to that used tocreate envelope 282. One of skill in the art will recognize that more orfewer compartments may be utilized as desired.

One or more of the compartments or bladders 1200 within envelope 282 mayinclude one or more fill and/or relief valves (not shown) configured tofacilitate inflation, while minimizing the risk of over-inflation ofenvelope 282 and/or bladders 1200. Such valves may be designed to allowentry of a lighter-than-air gas as well as allowing escape oflighter-than-air gas upon an internal pressure reaching a predeterminedvalue (e.g., about 150 to 400 Pascals). One of skill in the art willrecognize that more or fewer fill/relief valves may be used as desiredand that relief pressures may be selected based on materials associatedwith envelope 282 and/or bladders 1200, among other things.

Airship 10 may also include a second envelope 283 (see FIG. 3), thusdefining a space between first envelope 282 and second envelope 283,which may be utilized as a ballonet for airship 10. For example, aballonet may be used to compensate for differences in pressure between alifting gas within first envelope 282 and the ambient air surroundingairship 10, as well as for ballasting of an airship. The ballonet maytherefore allow hull 12 to maintain its shape when ambient air pressureincreases (e.g., when airship 10 descends). The ballonet may also helpcontrol expansion of the lighter-than-air gas within first envelope 282(e.g., when airship 10 ascends), substantially preventing bursting offirst envelope 282 at higher altitudes. Pressure compensation may beaccomplished, for example, by pumping air into, or venting air out of,the ballonet as airship 10 ascends and descends, respectively. Suchpumping and venting of air may be accomplished via air pumps, vent tabs,or other suitable devices (e.g., action of the propulsion system 30)associated with hull 12. For example, in some embodiments, as airship 10ascends, air pumps (e.g., an air compressor) may fill the space betweenfirst envelope 282 and second envelope 283 with air such that a pressureis exerted on first envelope 282, thereby restricting its ability toexpand in response to decreased ambient pressure. Conversely, as airship10 descends, air may be vented out of the ballonet, thereby allowingfirst envelope 282 to expand and assisting hull 12 in maintaining itsshape as ambient pressure increases on hull 12.

Empennage Assembly

FIG. 15A illustrates an exemplary empennage assembly 25. Empennageassembly 25 may be configured to provide stabilization and/or navigationfunctionality to airship 10. Empennage assembly 25 may be operativelyconnected to support structure 20 via brackets, mounts, and/or othersuitable methods. For example, in some embodiments, an empennage mount345 similar to that shown in FIG. 15B may be used for operativelyconnecting empennage assembly 25 to longitudinal frame member 124 andkeel hoop 120 (see FIGS. 2 and 15D).

FIG. 15D is a schematic view highlighting an exemplary mountingconfiguration between empennage 25, keel hoop 120, and longitudinalsupport member 124, utilizing empennage mount 345. One of ordinary skillin the art will recognize that numerous other mounting configurationsmay be utilized and are intended to fall within the scope of the presentdisclosure.

According to some embodiments, as shown in FIGS. 15A and 15D, empennageassembly 25 may include a vertical stabilizing member 310 and horizontalstabilizing members 315. Vertical stabilizing member 310 may beconfigured as an airfoil to provide airship 10 with stability andassistance in yaw/linear flight control. Vertical stabilizing member 310may include a leading edge, a trailing edge, a pivot assembly, one ormore spars, and one or more vertical control surfaces 350 (e.g., arudder).

Vertical stabilizing member 310 may be pivotally affixed to a point onempennage assembly 25. During operation of airship 10, verticalstabilizing member 310 may be directed substantially upward from amounting point of empennage assembly 25 to support structure 20 whilethe upper-most point of vertical stabilizing member 310 remains below orsubstantially at the same level as the uppermost point on the topsurface of hull 12. Such a configuration may allow vertical stabilizingmember 310 to maintain isotropy associated with airship 10. Undercertain conditions (e.g., free air docking, high winds, etc.), verticalstabilizing member 310 may be configured to pivot about a pivot assemblywithin a vertical plane such that vertical stabilizing member 310 comesto rest in a horizontal or downward, vertical direction, andsubstantially between horizontal stabilizing members 315. Such anarrangement may further enable airship 10 to maximize isotropy relativeto a vertical axis, thereby minimizing the effects of adverseaerodynamic forces, such as wind cocking with respect to verticalstabilizing member 310. In some embodiments consistent with the presentdisclosure, where hull 12 includes a thickness dimension of 7 meters andwhere empennage assembly 25 is mounted to keel hoop 120 and longitudinalframe member 124, vertical stabilizing member 310 may have a heightdimension ranging from about 3 meters to about 4 meters.

Vertical stabilizing member 310 may also include one or more verticalcontrol surfaces 350 configured to manipulate airflow around verticalstabilizing member 310 for purposes of controlling airship 10. Forexample, vertical stabilizing member 310 may include a rudder configuredto exert a side force on vertical stabilizing member 310 and thereby, onempennage mount 345 and hull 12. Such a side force may be used togenerate a yawing motion about yaw axis 7 of airship 10, which may beuseful for compensating for aerodynamic forces during flight. Verticalcontrol surfaces 350 may be operatively connected to verticalstabilizing member 310 (e.g., via hinges) and may be communicativelyconnected to systems associated with a pilot cockpit (e.g., operatorpedals) or other suitable location. For example, communication may beestablished mechanically (e.g., cables) and/or electronically (e.g.,wires and servo motors 346 and/or light signals) with the cockpit orother suitable location (e.g., remote control). In some embodiments,vertical control surfaces 350 may be configured to be operated via amechanical linkage 351. In some cases, mechanical linkage 351 may beoperably connected to one or more servo motors 346, as shown in FIGS.15A and 15D.

Horizontal stabilizing members 315 associated with empennage assembly 25may be configured as airfoils and may provide horizontal stability andassistance in pitch control of airship 10. Horizontal stabilizingmembers 315 may include a leading edge, a trailing edge, one or morespars, and one or more horizontal control surfaces 360 (e.g.,elevators).

In some embodiments, horizontal stabilizing members 315 may be mountedon a lower side of hull 12 in an anhedral (also known as negative orinverse dihedral) configuration. In other words, horizontal stabilizingmembers 315 may extend away from vertical stabilizing member 310 at adownward angle relative to roll axis 5. The anhedral configuration ofhorizontal stabilizing members 315 may allow horizontal stabilizingmembers 315 to act as ground and landing support for a rear section ofairship 10. Alternatively, horizontal stabilizing members 315 may bemounted in a dihedral or other suitable configuration.

According to some embodiments, horizontal stabilizing members 315 may beoperatively affixed to empennage mount 345 and/or vertical stabilizingmember 310 independent of hull 12. Under certain conditions (e.g., freeair docking, high winds, etc.) empennage assembly 25 may be configuredto allow vertical stabilizing member 310 to pivot within a verticalplane, such that vertical stabilizing member 310 comes to restsubstantially between horizontal stabilizing members 315.

Horizontal stabilizing members 315 may also include one or morehorizontal control surfaces 360 (e.g., elevators) configured tomanipulate airflow around horizontal stabilizing members 315 toaccomplish a desired effect. For example, horizontal stabilizing members315 may include elevators configured to exert a pitching force (i.e., upor down force) on horizontal stabilizing members 315. Such a pitchingforce may be used to cause motion of airship 10 about pitch axis 6.Horizontal control surfaces 360 may be operatively connected tohorizontal stabilizing members 315 (e.g., via hinges) and may bemechanically (e.g., via cables) and/or electronically (e.g., via wiresand servo motors 347 and/or light signals) controlled from a pilotcockpit or other suitable location (e.g., remote control). In someembodiments, horizontal control surfaces 360 may be configured to beoperated via a mechanical linkage 349. In some cases, mechanical linkage349 may be operably connected to one or more servo motors 347, as shownin FIG. 15A.

FIG. 15B is an illustration of an exemplary embodiment of empennagemount 345. Empennage mount 345 may be configured to operatively connectvertical stabilizing member 310, horizontal stabilizing members 315, andsupport structure 20. Empennage mount 345 may include similarhigh-strength, low-weight materials discussed with reference to supportstructure 20 (e.g., carbon fiber honeycomb sandwich). Further, empennagemount 345 may include fastening points configured to mate with fasteningpoints present on support structure 20. For example, longitudinal framemember 124 and/or keel hoop 120 may be configured with fastening pointsnear a rear location of keel hoop 120 (e.g., at approximately 180degrees around keel hoop 120). Such fastening points may be configuredto mate with fastening points provided on empennage mount 345. One ofordinary skill in the art will recognize that numerous fastenercombinations may be utilized for fastening empennage mount 345 to therelated fastening points of heel hoop 220 and longitudinal frame member124.

Empennage mount 345 may include pins, hinges, bearings, and/or othersuitable devices to enable such a pivoting action. In some embodiments,vertical stabilizing member 310 may be mounted on a swivel pin (notshown) associated with empennage mount 345 and may include a latchingmechanism (not shown) configured to operatively connect verticalstabilizing member 310 to keel hoop 120 and/or other suitable location.Latching mechanism (not shown) may include hawksbill latches, slamlatches, spring loaded pins, striker plates, hydraulic actuators, and/orany other combination of suitable mechanisms. Control of latchingmechanism (not shown) and pivoting of vertical stabilizing member 310may be achieved utilizing mechanical (e.g., via cables) and/orelectrical (e.g., via control signals and servo motors), or any othersuitable control methods (e.g., via hydraulics).

Rear Landing Gear

When, for example, horizontal stabilizing members 315 are configured inan anhedral arrangement (i.e., angled downward away from hull 12) andare connected to a lower side of airship 10, horizontal stabilizingmembers 315 may function as ground and landing support for a rearsection of airship 10. Accordingly, empennage assembly 25, specificallyhorizontal stabilizing members 315 may provide support for rear landinggear assembly 377.

Rear landing gear assembly 377 may be operatively connected to eachairfoil associated with horizontal stabilizing members 315 (e.g., asshown in FIG. 15C). Rear landing gear assembly 377 may include one ormore wheels 378, one or more shock absorbers 381, and mounting hardware379. Rear landing gear assemblies 377 may be connected to horizontalstabilizing members 315 at a tip end and/or any other suitable location(e.g., a midpoint of horizontal stabilizing members 315).

In some embodiments, rear landing gear assembly 377 may include a singlewheel mounted on an axle operatively connected via oleo-pneumaticshock-absorbers to horizontal stabilizing members 315 at an outer-mosttip of each airfoil. Such a configuration may allow rear landing gearassembly 377 to provide a damping force in relation to an input (e.g.,forces applied during touchdown and landing). Horizontal stabilizingmember 315 may further assist in such damping based on configuration andmaterials used. One of ordinary skill in the art will recognize thatrear landing gear assemblies 377 may include more or fewer elements asdesired.

Rear landing gear assembly 377 may be configured to perform otherfunctions including, for example, retracting and extending (e.g., withrespect to horizontal stabilizing members 315), and/or adjusting for aload associated with airship 10. One of ordinary skill in the art willrecognize that numerous configurations may exist for rear landing gearassembly 377 and any such configuration is meant to fall within thescope of this disclosure.

Front Landing Gear

According to some embodiments, support structure 20 may be configured toprovide support as well as an operative connection to front landing gearassembly 777 (see FIG. 8). Front landing gear assembly 777 may includeone or more wheels, one or more shock absorbers, and mounting hardware.Front landing gear assembly 777 may be connected to support structure 20at a location configured to provide stability during periods whenairship 10 is at rest or taxiing on the ground. One of ordinary skill inthe art will recognize that various positioning configurations of frontlanding gear assembly 777 (e.g., in front of passenger compartment 1120)may be used without departing from the scope of this disclosure. In someembodiments, front landing gear 777 may include dual wheels mounted onan axle operatively connected via oleo-pneumatic shock-absorbers tosupport structure 20 or passenger compartment 1120.

In some embodiments, front landing gear assembly 777 may be mounted onpassenger compartment 1120, and may be deployed by virtue of theextension/lowering of passenger compartment 1120, as shown in FIG. 16.

According to some embodiments, front landing gear assembly 777 may beconfigured to perform other functions including, for example, steeringairship 10 while on the ground, retracting, extending, adjusting forload, etc. For example, front landing gear assembly 777 may include anoperative connection to passenger compartment 1120 such that frontlanding gear assembly 777 may be turned to cause airship 10 to head in adesired direction while moving on the ground. Such a connection mayinclude a rack and pinion, a worm gear, an electric motor, and/or othersuitable devices for causing front landing gear assembly 777 to turn inresponse to a steering input.

According to some embodiments, front landing gear assembly 777 mayinclude an operative connection to a steering control associated with ayoke in passenger compartment 1120. An operator may turn the yokecausing a signal indicative of a steering force to be sent to computer600. Computer 600 may then cause an electric motor associated with frontlanding gear assembly 777 to cause front landing gear assembly 777 toturn in a direction indicated by the steering force input from theoperator. Alternatively, steering may be accomplished via a mechanicalconnection (e.g., cables, hydraulics, etc.) or any other suitablemethod. One of ordinary skill in the art will recognize that a steeringcontrol may be linked to flight controls, a dedicated steering control,and/or other suitable control without departing from the scope of thepresent disclosure.

Aerodynamic Components

According to some embodiments, hull 12 may include one or moreaerodynamic components 2000 to provide stabilization of airship 10.Aerodynamic components 2000 may be associated with hull 12 and may beconfigured to direct airflow along airship 10. For example, in someembodiments, as shown in FIG. 1, aerodynamic components 2000 may includeone or more fairing structures such as, for example, a plurality ofslats 2010 separating and/or defining a plurality of parallel airflowpassages 2020. As shown in FIG. 1, in some embodiments, passages 2020may also be defined by covers 2012 and an outer surface of hull 12.Slats 2010 may be arranged in any suitable direction, for example, witha fore-aft orientation and/or a port-starboard orientation. Further,slats 2010 may be disposed on a top portion of hull 12, as shown in FIG.1, and/or on a bottom portion of hull 12, as shown in FIG. 17. Also, theamount of surface area covered by aerodynamic components 2000 may beselected based on the anticipated use and/or environment in whichairship 10 may be used. In some embodiments, the width of an aerodynamiccomponent may span substantially the entire width of airship 10, asshown for example in FIG. 18. In other embodiments, the width of anaerodynamic component may span a distance that is less than the fullwidth of airship 10, as shown in FIG. 1.

In some embodiments, multiple aerodynamic components 2000 may bedisposed separately on hull 12, as shown for example in FIG. 1. FIG. 1shows an exemplary configuration wherein a longitudinally-orientedaerodynamic component 2000 is disposed centrally on the top portion ofhull 12, and transversely-oriented aerodynamic components 2000 aredisposed fore and aft of the centrally-mounted, longitudinally-orientedaerodynamic component 2000.

Alternatively, or additionally, two or more aerodynamic components 2000may abut one another and/or overlap one another, as shown in FIG. 19.For example, FIG. 19 shows an exemplary configuration wherein atransversely-oriented aerodynamic component 2000 is disposed partiallybelow a centrally-disposed, longitudinally-oriented aerodynamiccomponent 2000.

Aerodynamic component 2000 may be configured to minimize thesusceptibility of airship 10 to winds passing over airship 10 off-axiswith respect to aerodynamic component 2000, that is, in a direction thatis not aligned (i.e., not parallel) with slats 2010. For example, insome embodiments, slats 2010 may be integrated into hull 12, such thatthe surface shape of hull 12 remains unchanged, and aerodynamiccomponent 2000 may be exposed to airflow by a relatively small openingin hull 12, as shown in FIG. 19. In other embodiments, aerodynamiccomponent 2000 may protrude from the contour of hull 12, but may stillhave a relatively low profile and smooth transition from hull 12 so asto limit the amount of drag created by aerodynamic component 2000 inoff-axis directions. (See, e.g., FIG. 1.) In other embodiments, hull 12may have a second skin within which aerodynamic components 2000 may beintegrated, as shown for example, in FIG. 20.

Slats 2010 may be made of any suitable material. In some embodiments,slats 2010 may be formed of a rigid material, such as plastic, carbonfiber, aluminum, titanium, etc. Some embodiments may alternatively, oradditionally, include slats 2010 formed of a flexible material, such asa fabric, e.g., the same fabric that may be used to form hull 12, Slats2010 may have a uniform cross sectional shape along the length thereof,e.g., a thin-walled partition. Some embodiments may include slats 2010having a non-uniform cross-sectional shape. For example, slats 2010 mayhave an airfoil shape (e.g., in a fore-aft direction), or a modifiedairfoil shape, such as a kamm tail.

In some embodiments, slats 2010 may be parallel, as shown in FIG. 1.Alternatively, or additionally, airship 10 may include slats 2010 havinga different configuration. For example, slats 2010 may be arranged in analternating diagonal configuration, as shown in FIG. 21. In embodimentswherein slats 2010 are rigid, the alternating diagonal configuration mayprovide enhanced structural support, as it may form a truss-likestructure.

Aerodynamic components 2000 may include inside wall surfaces of airflowpassages 2020 that may be substantially planar, or may be curved. Insome embodiments, as shown in FIG. 20, an upper wall 2030 may be theunderside of a top portion 2040 of hull 12, and thus, may be curvedupward. In other embodiments, as shown in FIG. 22, upper surface 2030may be substantially planar (e.g., horizontal, or in any plane deemedsuitable). In some embodiments, upper surface 2030 may be substantiallyplanar, and a front edge 2050 of aerodynamic component 2000 may have acurvature such that the portion of hull 12 between airflow passages 2020and top portion 2040 of hull 12 may have an asymmetrical airfoilcross-sectional shape, as shown in FIG. 22. This configuration maycreate aerodynamic lift, during flight. In such embodiments, a bottomside aerodynamic component 2000 may be disposed on a bottom portion 2060of airship 10, and the cross-sectional shape of the hull portion betweenairflow passages 2020 of bottom side aerodynamic component 2000 and abottom surface 2070 of hull 12 may have a substantially symmetricalcross sectional shape (by virtue of a curved lower wall 2080 andsimilarly curved bottom surface 2070) so as to prevent a counteractingaerodynamic force from canceling out the aerodynamic lift created byaerodynamic component 2000 on the upper portion of airship 10. Further,in some embodiments, the narrowed airflow passage 2020 created by curvedlower wall 2080 at bottom portion 2060 may accelerate airflow comparedto airflow passing across the underside of bottom surface 2070, therebycreating additional aerodynamic lift.

FIG. 23 illustrates a cutaway, perspective view of an airship having anembodiment of aerodynamic components 2000 similar to that shown in FIG.20. For example, like the embodiment shown in FIG. 23, FIG. 20 shows anembodiment wherein fore and aft aerodynamic components 2000 are disposedin a lateral orientation and reside at least partially under acentrally-disposed aerodynamic component 2000 having a longitudinal(i.e., fore-aft) orientation.

FIG. 24 illustrates a similar embodiment to that shown in FIG. 20,except that the orientation of aerodynamic components 2000 is reversed.In the embodiment shown in FIG. 24, the centrally-disposed aerodynamiccomponent 2000 has a port-starboard orientation (allowing lateral airflow), and fore-aft flow of air is allowed through laterally-disposedaerodynamic components 2000 that are overlapped by thecentrally-disposed aerodynamic component 2000.

Floatation Structures

According to some embodiments, airship 10 may include at least onefloatation structure 4000 configured to support airship 10 forfloatation on water during a water landing. In some embodiments, hull 12may include a floatation structure. For example, as shown in FIG. 25, insome embodiments, hull 12 may include an enlarged lower portionconfigured to provide buoyancy. In such embodiments, hull 12 may beformed of a lightweight material, such as carbon fiber. Further, hull 12may be a hollow structure or may be filled with a lightweight material,such as a foam, or a honeycomb structure. Also, in such embodiments,airship 10 may include additional floatation structures 4000, such asoutboard pontoons 4010, attached, for example, to horizontal stabilizingmembers 315, as shown in FIG. 25. Outboard pontoons 4010 may beconfigured to provide stability to airship 10 while floating.

In some embodiments, airship 10 may include multiple sets of floatationstructures 4000. For example, as shown in FIG. 26, airship 10 mayinclude outboard pontoons 4010 mounted to horizontal stabilizing members315, as well as one or more main pontoons 4020 mounted to hull 12, e.g.,by pontoon support members 4030. Main pontoons 4020 may be formed of thesame or similar materials as discussed above with respect to outboardpontoons 4010. In some embodiments, outboard pontoons 4010 and/or mainpontoons 4020 may have a shape similar to pontoons known to be used fora winged aircraft. Such pontoons may be formed with a boat hull-likeconfiguration to facilitate forward travel while afloat (e.g., duringtakeoff and landing). In other embodiments, outboard pontoons 4010and/or main pontoons 4020 may have a more simplistic shape. For example,when airship 10 is anticipated to be used exclusively as a VTOLaircraft, the pontoons may be configured for maximum buoyancy, asopposed to travel through water.

As shown in FIGS. 27 and 28, airship 10 may include deployablefloatation structures 4000. For example, airship 10 may includedeployable main pontoons 4040, which may be formed of a portion of hull12 that may be extended to an outboard position, which is illustrated bybroken lines in FIGS. 27 and 28. In some embodiments, deployable mainpontoons 4040 may be extendable in a downward direction, as shown inFIG. 27. In other embodiments, deployable main pontoons 4040 may beextendable downward and laterally outward from roll axis 5, as shown inFIG. 28, providing a wide, stable stance. As also shown in FIG. 28,deployable outboard pontoons 4050 may be extendable beyond the distaltips of horizontal stabilizing members 315, to provide additionalstability.

Deployable pontoons may be formed with surface aspects of a hydrofoil.In some embodiments, outboard pontoons 4010, main pontoons 4020,deployable main pontoons 4040, and/or deployable outboard pontoons 4050may be formed with a cross-sectional shape similar to catamaran-stylehydroplane race boat hulls, as shown, for example, in FIG. 27.

Deployable Apparatus

According to some embodiments, airship 10 may include a deployableapparatus 5000. Deployable apparatus 5000 may be housed within hull 12and deployable from hull 12 for operation unrelated to the flightcontrol or landing of airship 10. For example, as shown in FIG. 29,airship 10 may include a drilling apparatus 5010 that may be deployedfrom hull 12. A storage area within hull 12 may be configured to housecomponents of drilling apparatus 5010, such as sections of drillingshaft. In some embodiments, storage area doors may be opened to exposedeployable apparatus 5000. Alternatively, as illustrated in FIG. 29,deployable main pontoons 4040 may serve as the storage area doors, anddrilling apparatus 5010 may when deployable main pontoons 4040 aredeployed.

Flight control systems of airship 10 may be configured to maintainairship 10 stationary and stable during drilling operations. In someembodiments, airship 10 may include anchor-like devices (not shown),which may fix airship 10 to the sea floor, either via a tether or a morerigid attachment. In some embodiments, airship 10 may be maintainedstationary via operation of the flight control system and/or using seafloor fixation, in such a manner to facilitate oil and/or natural gasdrilling operations, or operations to harvest other natural resources.

In some embodiments, airship 10 may be suited for relatively shallowwater drilling. Further, deployable apparatus 5000 may also beincorporated in an embodiment of airship 10 equipped for ground landing(as opposed to water landing). Also, in some embodiments, airship 10 maybe configured for drilling shallow holes. For example, a suitableapplication may include drilling of holes for installation and/orconstruction of support pylons. Other types of apparatus may bedeployable from airship 10. Such apparatuses may include, for example,construction equipment, demolition equipment, firefighting equipment,lifting and transportation equipment (e.g., a forklift-type apparatus),aircraft and/or watercraft refueling equipment, water removal/pumpingequipment, weather monitoring equipment, etc.

INDUSTRIAL APPLICABILITY

The disclosed airship 10 may be implemented for use in a wide range ofapplications. For example, in some embodiments, airship 10 may beconfigured to perform functions involving traveling from one location toanother. For instance, airship 10 may be configured to perform afunction associated with at least one of lifting objects (e.g.,construction lifting), elevating a platform, transporting items (e.g.,freight), displaying items (e.g., advertisement), transporting humans(e.g., passenger carriage and/or tourism), and/or providing recreation.

Exemplary applications for disclosed airship 10 may include transportingequipment and/or supplies, such as construction equipment or buildingcomponents. For example, airship 10 may be used to transport oilpipeline construction equipment, as well as the piping itself. Airship10 may be applicable for use in connection with building, operating,and/or maintaining pipelines, as well as logging and transportation oftimber. Such applications may have particular use in remote areas, e.g.,without transportation infrastructure, such as roads or airstrips, e.g.,in Alaska, Canada, the Australian outback, the middle east, Africa, etc.Exemplary such areas may include tundra, desert, glaciers, snow and/orice-covered land bodies, etc.

Another exemplary use of airship 10 may include crop dusting.Embodiments of airship 10 having engine configurations as disclosedherein may be capable of high levels of accuracy with respect todelivery of crop treatments. Advantages of such high accuracy mayinclude the ability to dust crops in one plot of land without resultingin drift of sprayed chemicals onto neighboring plots. This may beadvantageous when nearby plots include differing types of crops and/orif the nearby plots are, for example, maintained as organic.

In some embodiments, airship 10 may be configured to perform functionswherein the airship remains in substantially stationary flight. Forexample, airship 10 may be configured to perform a function including atleast one of assembly of a structure, conducting cellularcommunications, conducting satellite communications, conductingsurveillance, advertising, conducting scientific studies, and providingdisaster support services. Airship 10 may include a platform or othercargo carrying structure configured to suspend communications equipment(e.g., satellite relay/receiver, cell tower, etc.) over a particularlocation. Because airship 10 may utilize, for example, associatedcontrol surfaces, propulsion assemblies 31, and its shape to remainsuspended and substantially stationary over a given location, airship 10may operate as a communications outpost in desired areas. Further,airship 10 may be employed for military or otherreconnaissance/surveillance operations (e.g., for border patrol).

Operation of airship 10 may be performed by remotely controlling and/orutilizing manned flights of airship 10. Alternatively, or additionally,airship 10 may be operated by preprogrammed automated controls,particularly for applications involving stationary flight.

In some embodiments, airship 10 may be configured to fly at altitudes of30,000 feet or more. Capability of flying at such altitudes mayfacilitate various aforementioned operations, such as surveillance,communications, scientific studies, etc. In addition, high altitudeflight such as this may enable airship 10 to take advantage of jetstreams, and also fly above adverse weather conditions and/or turbulencethat may otherwise be present at lower altitudes. In addition, flying athigh altitudes, above clouds, may expose solar panel 1010 to moresunlight. Further, at higher altitudes, sunlight may be more intense,further enhancing collection of solar energy.

In some embodiments, airship 10 may be configured for use at extremehigh altitudes, e.g. as a replacement for satellites. Such embodimentsof airship 10 may be configured for stationary or mobile flight ataltitudes of more than 60,000 feet. Certain embodiments may be capableof normal operation at altitudes of more than 100,000 feet.

In some contemplated applications, airship 10 may be flown using solarenergy during daylight hours and batteries at night and/or while flyingbeneath cloud cover. During flight in which airship 10 may be flowncompletely using solar energy, airship 10 may store any excess solarenergy collected by using it to charge batteries 1030.

Certain embodiments of airship 10 disclosed herein may be equipped forwater landing. Such embodiments may be applicable for landing in waterof any depth. Therefore, airship 10 may be configured to land on a lakeor ocean, airship 10 may also be configured to land on a swamp or othermarshy site. Such airships may be used for applications at, or on, thewater site. In addition, such airships may use the body of water/swampas a landing site in an area that otherwise does not provide a landingplace. For example, in order to travel to a heavily wooded area thatdoes not provide a suitable landing site, an airship configured forwater landing may land, for example, on a pond near the heavily woodedarea. Airships equipped for water landing may be used, for example, toconduct research on a body of water, to perform construction, or tomerely deliver materials and/or people to a location.

Some disclosed embodiments of airship 10 may include at least onedeployable apparatus. As noted above, the deployable apparatus may beany of a number of different types of equipment. Airship 10 may beconfigured to implement the use of such equipment.

Whether configured for manned, un-manned, and/or automated flight,airship 10 may, according to some embodiments, be controlled by acomputer 600. For example, propulsion assemblies 31 and controlsurfaces, among other things, may be controlled by a computer 600. FIG.30 is a block diagram of an exemplary embodiment of a computer 600consistent with the present disclosure. For example, as shown in FIG.25, computer 600 may include a processor 605, a disk 610, an inputdevice 615, a multi-function display (MFD) 620, an optional externaldevice 625, and interface 630. Computer 600 may include more or fewercomponents as desired. In this exemplary embodiment, processor 605includes a CPU 635, which is connected to a random access memory (RAM)unit 640, a display memory unit 645, a video interface controller (VIC)unit 650, and an input/output (I/O) unit 655. The processor may alsoinclude other components.

In this exemplary embodiment, disk 610, input device 615, MFD 620,optional external device 625, and interface 630 are connected toprocessor 605 via I/O unit 655. Further, disk 610 may contain a portionof information that may be processed by processor 605 and displayed onMFD 620. Input device 615 includes the mechanism by which a user and/orsystem associated with airship 10 may access computer 600. Optionalexternal device 625 may allow computer 600 to manipulate other devicesvia control signals. For example, a fly-by-wire or fly-by-light systemmay be included allowing control signals to be sent to optional externaldevices, including, for example, servo motors associated with propulsionunit mounts 430 and control surfaces associated with horizontal andvertical stabilizing member 310 and 315. “Control signals,” as usedherein, may mean any analog, digital, and/or signals in other formatsconfigured to cause operation of an element related to control ofairship 10 (e.g., a signal configured to cause operation of one or morecontrol surfaces associated with airship 10). “Fly-by-wire,” as usedherein, means a control system wherein control signals may be passed inelectronic form over an electrically conductive material (e.g., copperwire). Such a system may include a computer 600 between the operatorcontrols and the final control actuator or surface, which may modify theinputs of the operator in accordance with predefined software programs.“Fly-by-light,” as used herein, means a control system where controlsignals are transmitted similarly to fly-by-wire (i.e., including acomputer 600), but wherein the control signals may transmitted via lightover a light conducting material (e.g., fiber optics).

According to some embodiments, interface 630 may allow computer 600 tosend and/or receive information other than by input device 615. Forexample, computer 600 may receive signals indicative of controlinformation from flight controls 720, a remote control, and/or any othersuitable device. Computer 600 may then process such commands andtransmit appropriate control signals accordingly to various systemsassociated with airship 10 (e.g., propulsion system 30, vertical andhorizontal control surfaces 350 and 360, etc.). Computer 600 may alsoreceive weather and/or ambient condition information from sensorsassociated with airship 10 (e.g., altimeters, navigation radios, pitottubes, etc.) and utilize such information for generating control signalsassociated with operating airship 10 (e.g., signals related to trim,yaw, and/or other adjustments).

According to some embodiments, computer 600 may include software and/orsystems enabling other functionality. For example, computer 600 mayinclude software allowing for automatic pilot control of airship 10.Automatic pilot control may include any functions configured toautomatically maintain a preset course and/or perform other navigationfunctions independent of an operator of airship 10 (e.g., stabilizingairship 10, preventing undesirable maneuvers, automatic landing, etc.).For example, computer 600 may receive information from an operator ofairship 10 including a flight plan and/or destination information.Computer 600 may use such information in conjunction with autopilotsoftware for determining appropriate commands to propulsion units andcontrol surfaces for purposes of navigating airship 10 according to theinformation provided. Other components or devices may also be attachedto processor 605 via I/O unit 655. According to some embodiments, nocomputer may be used, or other computers may be used for redundancy.These configurations are merely exemplary, and other implementationswill fall within the scope of the present disclosure.

According to some embodiments, it may be desirable for computer 600 totransmit in-flight signals configured to, for example, correct courseheading and/or assist in stabilizing airship 10 independent of anoperator of airship 10. For example, computer 600 may calculate, basedon inputs from various sensors (e.g., altimeter, pitot tubes,anemometers, etc.), a wind speed and direction associated with ambientconditions surrounding airship 10. Based on such information, computer600 may determine a set of operational parameters that may maintainstability of airship 10. Such parameters may include, for example,propulsion unit parameters, control surface parameters, ballastparameters, etc. Computer 600 may then transmit commands consistent withsuch parameters assisting in maintaining stability and/or control ofairship 10. For example, computer 600 may determine that as airship 10gains altitude, the ballonet should be pressurized to preventover-pressurization of first envelope 282. In such a situation, computer600 may cause air pumps to activate, thereby pressurizing the ballonetto a desirable pressure. It should be noted that data associated withwind and other various effects on airship 10 (e.g., aerodynamicstresses) may be determined empirically and/or experimentally, andstored within computer 600. This may allow computer 600 to performvarious actions consistent with safely navigating airship 10.

As noted above, according to some embodiments, once aloft, it may bedesired to hold airship 10 substantially stationary over a desired areaand at a desired altitude. For example, computer 600 and/or an operatormay transmit control signals to propulsion system 30, vertical andhorizontal control surfaces 350 and 360, the ballonet, and/or othersystems associated with airship 10, such that airship 10 remainssubstantially stationary even where wind currents may cause airship 10to be exposed to aerodynamic forces.

Although, for purposes of this disclosure, certain disclosed featuresare shown in some figures but not in others, it is contemplated that, tothe extent possible, the various features disclosed herein may beimplemented by each of the disclosed, exemplary embodiments.Accordingly, differing features disclosed herein are not to beinterpreted as being mutually exclusive to different embodiments unlessexplicitly specified herein or such mutual exclusivity is readilyunderstood, by one of ordinary skill in the art, to be inherent in viewof the nature of the given features.

While the presently disclosed device and method have been described withreference to the specific embodiments thereof, it should be understoodby those skilled in the art that various changes may be made andequivalents may be substituted without departing from the scope of thedisclosure. In addition, many modifications may be made to adapt aparticular situation, material, composition of matter, process, processstep, or steps to the objective, spirit, and scope of the presentinvention. Other embodiments of the invention will be apparent to thoseskilled in the art from consideration of the specification and practiceof the invention disclosed herein. It is intended that the specificationand examples be considered as exemplary only.

What is claimed is:
 1. An airship comprising: a hull configured tocontain a gas; at least one propulsion assembly coupled to the hull andincluding a propulsion device; and at least one aerodynamic componentincluding a plurality of fairing structures including one or more slats,wherein the at least one aerodynamic component is associated with thehull and is configured to direct airflow around the airship.
 2. Theairship of claim 1, wherein the hull comprises a support structure, andwherein the at least one propulsion assembly comprises: a firstpropulsion assembly operatively affixed to a first section of thesupport structure and configured to control a roll motion of theairship; a second propulsion assembly operatively affixed to a secondsection of the support structure and configured to control a yaw motionof the airship; and a third propulsion assembly operatively affixed to athird section of the support structure and configured to control a pitchmotion of the airship.
 3. The airship of claim 1, wherein an outersurface of the hull comprises: a solar energy converting material. 4.The airship of claim 1, further comprising: at least one compartmentdisposed substantially inside the hull; and at least one transportsystem configured to lower or raise the at least one compartment out ofor into the hull.
 5. The airship of claim 1, further comprising: one ormore containers disposed inside the hull and configured to contain alighter-than-air gas.
 6. The airship of claim 1, wherein the one or morecontainer comprises a self-sealing material.
 7. The airship of claim 1,wherein the hull comprises: a first envelope; and a second envelope,wherein the first and second envelopes define a space therebetween. 8.The airship of claim 1, further comprising: an empennage assemblyoperatively connected to a support structure of the hull and configuredto provide at least one of stabilization and navigation functionality tothe airship.
 9. The airship of claim 1, further comprising: a landinggear assembly operatively connected with a support structure of thehull.
 10. The airship of claim 1, wherein the at least one aerodynamiccomponent further comprises: an upper side aerodynamic componentdisposed at a top portion of the airship; and a bottom side aerodynamiccomponent disposed at a bottom portion of the airship.
 11. An airshipcomprising: a hull configured to contain a gas; at least one propulsionassembly coupled to the hull and including a propulsion device; and atleast one floatation structure configured to support the airship duringa water landing.
 12. The airship of claim 11, wherein the at least onefloatation structure further comprises: an outboard pontoon; and a mainpontoon.
 13. The airship of claim 11, wherein the at least onefloatation structure further comprises a deployable pontoon housedinside the hull and configured to be extendable outside of the hull. 14.The airship of claim 11, wherein the hull comprises a support structure,and wherein the at least one propulsion assembly comprises: a firstpropulsion assembly operatively affixed to a first section of thesupport structure and configured to control a roll motion of theairship; a second propulsion assembly operatively affixed to a secondsection of the support structure and configured to control a yaw motionof the airship; and a third propulsion assembly operatively affixed to athird section of the support structure and configured to control a pitchmotion of the airship.
 15. The airship of claim 11, wherein an outersurface of the hull comprises: a solar energy converting material. 16.The airship of claim 11, further comprising: at least one compartmentdisposed substantially inside the hull; and at least one transportsystem configured to lower or raise the at least one compartment out ofor into the hull.
 17. The airship of claim 11, further comprising: oneor more containers disposed inside the hull and configured to contain alighter-than-air gas.
 18. The airship of claim 11, wherein the hullcomprises: a first envelope; and a second envelope, wherein the firstand second envelopes define a space therebetween.
 19. The airship ofclaim 11, further comprising: an empennage assembly operativelyconnected to a support structure of the hull and configured to provideat least one of stabilization and navigation functionality to theairship.
 20. An airship comprising: a hull configured to contain a gas;at least one propulsion assembly coupled to the hull and including apropulsion device; and at least one deployable apparatus housed withinthe hull and deployable from the hull for operation unrelated to theflight control or landing of the airship.